Transport Energy Use and Greenhouse Gases in Urban Passenger Transport Systems: A Study of 84 Global Cities by Jeff Kenworthy Institute for Sustainability and Technology Policy Murdoch University
OUTLINE A quick comparative overview of transport, land use, energy and greenhouse patterns in cities around the world. Some of the key problems associated with high levels of car use and energy consumption in urban transport. What we can to do in urban and transport planning terms to reduce transport energy use and greenhouse gas emissions.
60 HIGHER INCOME CITIES IN THE DATABASE WESTERN EUROPE WESTERN EUROPE ASIA OCEANIA US/CANADA USA Graz * Milan * Osaka * Brisbane * Atlanta * Vienna * Bologna * Sapporo * Melbourne * Chicago * Brussels * Rome * Tokyo * Perth * Denver * Copenhagen * Turin HongKong* Sydney * Houston * Helsinki * Amsterdam * Singapore * Wellington * Los Angeles * Lille Oslo * Taipei * New York * Lyon * Lisbon Phoenix * Nantes * Barcelona * San Diego * Paris * Madrid * S. Francisco * Marseilles * Stockholm * Washington* Berlin * Bern * Frankfurt * Geneva * CANADA Hamburg * Zurich * Calgary * Dusseldorf * London* Montreal * Munich * Manchester * Ottawa * Ruhr * Newcastle * Toronto * Stuttgart * Glasgow * Vancouver * Athens * 58 cities with an asterisk are included in the summary statistic s slides
40 LOWER INCOME CITIES IN THE DATABASE ASIA SE/E ASIAN LATIN AMERICA AFRICA EASTERN EUROPE MIDDLE EAST Manila * Buenos Aires Abidjan Prague * Tel Aviv * Bangkok * Rio de Janeiro Casablanca Budapest * Teheran * Mumbai * Curitiba * Dakar * Krakow * Riyadh * Chennai * Sao Paulo * Capetown * Warsaw Cairo * New Delhi Brasilia Johannesburg * Moscow Tunis * Kuala Lumpur * Salvador Harare * Istanbul Jakarta * Santiago Seoul * Bogota * Ho Chi Minh City * Mexico Caracas CHINA Beijing * Shanghai * Guangzhou * 26 cities with an asterisk are included in the summary statistic s slides
Annual car pass. kms per capita Car Use per Capita in World Cities, 1995 20000 16000 12000 8000 4000 0 18,15 11,38 8,645 6,202 High Income Low Income 3,614 2,907 3,262 2,6521,855 2,862 814 USA ANZ CAN WEU HIA EEU MEA AFR LIA LAM CHN
250 Urban Density in World Cities, 1995 Persons per ha 200 150 100 50 0 High Income Low Income 204 150 146 119 75 55 60 53 26 15 15 USA ANZ CAN WEU HIA EEU MEA AFR LIA LAM CHN
Transport infrastructure is also critical in determining car use, energy use and greenhouse gases from transport.
Metres per person Length of Freeway per Capita in World Cities, 1995 0.180 0.150 0.120 0.090 0.060 0.030 0.156 0.129 0.122 0.082 0.031 0.020 0.053 High Income Low Income 0.018 0.015 0.0030.003 0.000 USA ANZ CAN WEU HIA EEU MEA AFR LIA LAM CHN
Singapore Perth Competitive public transport: A strong rail backbone is critical. Urban rail lines are the public transport equivalent of the urban freeway. They are the only effective way to compete with the car in speed terms.
Annual transit boardings per capita Transit Use per Capita in World Cities, 1995 800 700 600 500 400 300 200 100 0 Total Rail 59 22 84 43 14045 297 162 431 238 712 409 152 18 195 37 231 40 265 19 375 USA ANZ CAN WEU HIA EEU MEA AFR LIA LAM CHN 23
Differences in the quality of transit service in cities make a very big difference to levels of usage.
Vienna LRT right-ofway in the suburbs Vienna combined busway and LRT right-of-way Reserved rights-ofway are critical for transit
km/h Rail and Bus Speeds in World Cities, 1995 60 55 50 45 50 49 47 40 30 20 10 37 22 23 34 22 31 20 37 16 38 30 19 19 37 41 34 35 3433 32 26 18 16 13 Bus Metro Sub rail 0 USA ANZ CAN WEU HIA EEU MEA AFR LIA LAM CHN
BART in San Francisco operates at an average speed of 47.1 km/h compared to 46.2 km/h for cars.
What about the use of non-motorised modes, the most sustainable modes of all?
Proportion of all Daily Trips by Non- Motorised Modes in World Cities, 1995 100% % of total trips 80% 60% 40% 20% 0% USA ANZ CAN WEU HIA EEU MEA AFR LIA LAM CHN NMM 8% 16% 10% 31% 29% 26% 27% 41% 32% 31% 65%
MJ per person/year Private and Public Transport Energy Use in World Cities, 1995 60000 50000 40000 30000 20000 10000 0 60,03 809 29,61 32,51 795 1,044 1,118 15,67 Public transp Private transp An average US city of 400,000 people uses as much energy in private transport as a Chinese city of 10 million people. 9,556 10,57 6,661 6,184 5,523 7,283 2,498 1,423 1,242 599 1,522 1,112 2,158 419 USA ANZ CAN WEU HIA EEU MEA AFR LIA LAM CHN
The War on Terrorism 2003! Photos: The New York Times
Total Private and Public Transport CO 2 Emissions per Capita (kg) 5000 4500 4000 3500 3000 2500 2000 1500 1000 500 0 83 4322 119 74 2107 2348 134 1133 Private transport Public transport 162 51 214 154 149 96 688 761 480 33 524 443 441 180 USA ANZ CAN WEU HIA EEU MEA LAM AFR LIA CHN
Proportion of Total Passenger Transport CO 2 Emissions from Public Transport 35 30 25 Overall average: 13.4% 30.8 22.7 25.2 % 20 15 10 5 1.9 5.3 3.1 10.6 19.7 6.3 18.8 15.5 0 USA ANZ CAN WEU HIA EEU MEA LAM AFR LIA CHN
PER CAPITA EMISSIONS OF CO2 FROM PASSENG TRANSPORT IN 84 CITIES (PRIVATE AND PUBL TRANSPORT) 8000 7000 6000 5000 4000 3000 2000 1000 0 Atlanta
What are the transport and urban planning priorities for reducing energy use and greenhouse gases?
BETTER PUBLIC TRANSPORT
Better Public Transport is Essential for Reducing Car Use
Light Rail Transit (LRT) has many positive sustainability features in addition to reducing energy use and greenhouse emissions.
For the first time in Perth s history, average rail speed (51 km/h) now exceeds average road traffic speed (46 km/h) and the gap is set to widen with the Mandurah railway.
End Use Energy Consumption of Buses and Rail per Passenger km in World Cities, 1995 MJ per passenger km 3.0 2.0 1.0 0.0 2.9 1.2 1.7 0.5 1.5 0.6 1.2 0.7 0.8 0.3 0.6 0.7 0.7 0.3 Buses Rail 0.6 0.5 0.7 0.3 0.8 0.2 0.3 0.1 USA ANZ CAN WEU HIA EEU MEA AFR LIA LAM CHN
The new trains to operate on the Perth-Mandurah railway will run at 130 km/h maximum speed (74 km in 48 minutes or 92.5 km/h)
On-street LRT on its own dedicated rightof-way is the next step for Perth in reducing automobile dependence and its associated energy use and greenhouse gas emissions.
MORE USE OF NON-MOTORISED MODES AND BETTER CONDITIONS FOR PEDESTRIANS AND CYCLISTS
Groningen Frankfurt Whole districts can be pedestrianised or traffic calmed to create a walkable public realm.
Traffic calming on a main road: Berlinerstrasse, Offenbach, Frankfurt, Germany
COMPACT MIXED USE PLANNING INTEGRATED WITH PUBLIC TRANSPORT
Arabella Park, Munich: Less car dependent urban form and lifestyles.
Lillhoplax Urban Village in Helsinki: Compact, mixed use, green and walkable community.
Linked to public transport Tiergarten, Zurich: Urban Village built on an LRT line. Compact, mixed and walkable
Low car use lifestyles in Vancouver BC
People can walk to and from markets for regular shopping or just promenade. New Westminster Station, Vancouver
False Creek, Vancouver: A walking-based, traffic-free community.
Subi-Centro Urban Village
CONCLUSIONS The energy, greenhouse and other environmental, social and economic problems of the automobile in cities cannot be solved by technology alone. The whole problem of automobile dependence must be tackled systematically through a wide range of policies and strategies. The kind of urban planning principles we use and the transport infrastructure priorities we have will significantly determine how much energy we use and how much greenhouse contribution our cities make in the 21st century. Reducing our built-in in automobile dependence will have enormous positive spin-offs in overall sustainability and livability of the city.